Strapped windshield assembly for rotorcraft

ABSTRACT

This description relates to a strapped windshield assembly for a rotorcraft. In some implementations, the rotorcraft includes an airframe, a windshield, and a plurality of independent straps connected to the airframe and the windshield, the straps operative to move independently with respect to one another. The independent movement of the straps allow relative movement of portions of the windshield in response to a strike. In some implementations, the straps are spaced every 4-6 inches along an edge of the windshield. In some implementations, the straps are over an edge of the windshield. The straps can have a modulus of elasticity of 8-12 millions of pounds per square inch (MSI). The windshield can include polycarbonate material.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority to and is a continuation patentapplication of U.S. patent application Ser. No. 14/187,822 filed on Feb.24, 2014, now U.S. Pat. No. 9,550,580, which is hereby incorporated byreference in its entirety.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

BACKGROUND

The following description relates to a windshield assembly for arotorcraft.

Rotorcraft include helicopters, tilt wing aircraft, and other verticallift aircraft that have rotary-wings. Typically, several rotor bladesare mounted on a single mast to form a rotor. The rotor blades providelift to the aircraft.

A helicopter is a rotorcraft whose rotors are driven by the enginethroughout flight to allow the helicopter to take off and landvertically and to hover, fly forwards, backwards and laterally. Duringflight, strike events can pose significant hazards for helicopters. Abird or other object can impact the windshield with sufficient force todamage or penetrate the windshield.

DESCRIPTION OF DRAWINGS

FIG. 1 is an example helicopter.

FIG. 2 is an example cockpit of a helicopter with a strapped windshieldassembly.

FIG. 3 is an example airframe of a helicopter cockpit

FIG. 4 shows a cross-section of a centerpost assembly of a helicopterairframe.

FIG. 5 is an example windshield assembly of a helicopter.

FIGS. 6A-B are example cross-sections of a windshield assembly

Like reference symbols in the various drawings indicate like elements.

SUMMARY

This description relates to a strapped windshield assembly for arotorcraft. In some implementations, the rotorcraft includes anairframe, a windshield, and a plurality of independent straps connectedto the airframe and the windshield, the straps operative to moveindependently with respect to one another. The independent movement ofthe straps allow relative movement of portions of the windshield inresponse to a strike. In some implementations, the straps are spacedevery 4-6 inches along an edge of the windshield. The straps may extendover the edge of the windshield. The straps can include at least one ofmetal and composite material. In some implementations, each strap iscoupled to the windshield by a connector comprising a grommet extendingthrough the windshield and a fastener extending through the grommet. Theconnector is operative to allow movement of the windshield relative tothe strap. The straps can have a modulus of elasticity of 8-12 millionsof pounds per square inch (MSI). The windshield can includepolycarbonate material.

This and other implementations can include one or more of the followingfeatures. One or more airframe corner supports can be mounted to theairframe at an outside corner of the windshield, the airframe cornersupports operative to independently support an upper portion of thewindshield in response to a strike. The airframe corner support caninclude multiple layers of material. The airframe corner support canhave a modulus of elasticity of 8-12 millions of pounds per square inch(MSI). The airframe corner support can be secured to the airframeindependent of the windshield. The airframe corner support can be underthe windshield. The airframe corner supports and its features may beimplemented alone or in combination with the independent straps andother implementations.

In some implementations, windshield edging secures the windshield to theairframe. In some implementations includes strapped edging including aplurality of straps connected to the windshield. The windshield edgingcan include at least one of metal and a composite material. Thewindshield edging and its features may be implemented alone or incombination with the independent straps, corner supports and otherimplementations.

In some implementations, a windshield assembly for a rotorcraft includesa windshield, strapped edging mounted around a periphery of thewindshield, the strapped edging including a plurality of edging strapsconnected to the windshield, and a plurality of secondary support strapsmounted around the periphery of the windshield, the straps and secondarystraps operative to move independently with respect to each other. Thestraps can be at least one of metal and composite material. The strapscan be spaced every 4-6 inches around the periphery of the windshield.The secondary straps can be at least one of metal and composite materialand spaced every 2-3 inches around a majority of the periphery of thewindshield. In some implementations, each secondary strap mirrors acorresponding strap of the strapped edging, each secondary strap andcorresponding strap connected to the windshield by a connector includinga grommet extending through the windshield and a fastener extendingthrough the grommet, the secondary strap and the corresponding strapallowing movement of the windshield relative to the strap and thesecondary strap.

DETAILED DESCRIPTION

FIG. 1 is a diagram of an example rotorcraft 100. In this example, therotorcraft 100 is a helicopter. The rotorcraft may be other types ofrotary-wing aircraft such as tilt wing aircraft or other vertical liftaircraft. The helicopter 100 includes an airframe 102 that forms themechanical structure of the helicopter 100. The aircraft may compriseother suitable types of winged craft. The helicopter 100 includeswindshields 104 a, 104 b. The windshields 104 a, 104 b may be anysuitable cover or windscreen that protects the pilots while allowingvisibility to fly the aircraft 100.

The airframe 102 surrounds and supports the windshields 104 a, 104 b.The windshields 104 a, 104 b can be a material such as polycarbonate, oranother suitable material or combination of materials. The windshields104 a, 104 b may comprise hard coat. The windshields 104 a, 104 b may bedirectly or indirectly mounted to the airframe 102. For example, thewindshields 104 a, 104 b may each be mounted to an edging that ismounted to the airframe 102. In some implementations, the windshield 104a, 104 b includes approximately 0.12 to 0.25 inch thick polycarbonatematerial that is attached to the airframe 102 via through holes aroundthe perimeter of the windshield 104 a, 104 b. The polycarbonate materialcould be retrofit onto existing aircraft or implemented on newlyassembled aircraft.

In operation, the aircraft 100 may suffer a bird or other strike to awindshields 104 a, 104 b. In accordance with an aspect of thedisclosure, the windshields 104 a, 104 b are impact resistant to improvethe likelihood of deflecting the bird or other striking object fromentering the cockpit and injuring the pilot. For example, thewindshields 104 a, 104 b may be mounted to the airframe 102 to allow thewindshields 104 a, 104 b to undergo significant deformation from theforce of the strike impact while supporting the windshields 104 a, 104 bto improve the likelihood of deflecting the object. Thus an objectstriking a windshield 104 a, 104 b is deflected, for example by rollingor sliding toward the upper edge of the windshield 104 a, 104 b afterimpact.

FIG. 2 shows an example cockpit for a rotorcraft such as a helicopter200. The cockpit includes airframe 202 and windshields 204 a, 204 b. Theairframe 202 includes a centerpost 206. The windshields 204 a, 204 b areconnected to and surrounded by airframe 202 around the outer, orperiphery, edges of the windshields 204 a, 204 b.

The windshields 204 a, 204 b are connected to the airframe by a seriesof individual straps positioned around the edges of the windshield 204a, 204 b. Example individual straps 210 a, 210 b are indicated in FIG.2. The straps 210 a, 210 b can be connected to the airframe directly orindirectly, such as via windshield edging 208. The straps 210 a, 210 bmay extend from the airframe 202 or mounting hardware over the edge ofthe windshield 204 a, 204 b.

The straps may be roughly evenly spaced around the edges of eachwindshield 204 a, 204 b, for example the straps can be spaced roughlyevery 4-6 inches. Thus, the straps may be spaced, for example, spacedevery 4-6 inches over the entire of the windshield edge, or majority ofthe edge or the entire edge except the corner portions. In someimplementations the straps may have a different spacing, differentwidth, an irregular spacing, or a different number of straps. Thestraps, for example, could be spaced every 2-3 inches or 6-8 inches.Furthermore, the straps shown in FIG. 2 have a generally rectangularshape, but in other implementations the straps can have another shape,such as a triangular shape or an irregular shape. In otherimplementations, straps can have different shapes. In someimplementations, the straps have one or more holes for securing to thewindshield, airframe, or other aircraft components.

The plurality of independent straps 210 a, 210 b are connected to theairframe and the windshield. The straps 210 a, 210 b are individuallyand independently able to flex and otherwise move with respect to thewindshields 204 a, 204 b and the airframe. The straps 210 a, 210 b areoperative to move independently with respect to each other and could beconnected directly or indirectly to each other. During a strike, theflexing straps 210 a, 210 b are able to support the windshield 204 b asthe windshield deforms and flexes. The straps 210 a, 210 b may comprisesupport straps and may hold the windshield 204 b to allow flexing of thewindshield 204 b after impact. For example, the portion of windshield204 b surrounding strap 210 a may be deformed a different amount or at adifferent time than the portion of windshield 204 surrounding strap 210b. The independent movement of the straps 210 a, 210 b allow relativemovement of portions of the windshield 204 b in response to a strike.Each strap 210 a, 210 b can flex independently even if multiple strapsare connected. The independent movement and flexation of the straps 210a, 210 b can reduce windshield stress and shear near the airframe duringa strike. Thus, the straps can reduce or prevent windshield cracking,breaking, airframe damage, or separation of the windshield from theairframe.

The windshields edging 208 may be used to mount windshields 204 a, 204 bto the airframe 202. The windshield edging is one or more componentssurrounding the windshield 204 a, 204 b that is coupled to the airframe202. The windshield edging 208 can be made of metal, acrylic, composite,or other materials or combinations of materials. In some instances oneor more seals are included between the airframe 202, windshield edging208, and or the windshield 204 a, 204 b. One or more seals or siliconrubber or other material may be used between the windshield edging 208and the airframe 202. In other embodiments the edging may be omitted andthe windshield 204 a, 204 b directly connected to the airframe 202.

The edging 208 may comprise strapped edging including a series ofsecondary straps. Example secondary straps 212 a, 212 b are indicated inFIG. 2. The secondary straps 212 a, 212 b may comprise edging straps andmay be roughly evenly spaced around the edges of each windshield 204 a,204 b, for example the straps can be spaced roughly every 2-3 inches.Thus, the secondary straps may be spaced, for example, spaced every 2-3inches over the entire of the windshield edge, or majority of the edge,or the entire edge except the corner portions. In some implementationsthe secondary straps may have a different spacing, an irregular spacing,or a different number of straps. Thus, the straps could be spaced every1-2 inches or 3-4 inches. Together, the straps and secondary straps mayform a reinforced strapped or sawtooth edging. The independent straps210 a, 210 b may be used alone and/or without the secondary straps 212a, 212 b and edging 208. In this implementation, the independent straps210 a, 210 b may be made of metal such as, for example, Aluminum.

FIG. 3 shows an example airframe 302 of a rotorcraft such as ahelicopter 300. The example airframe 302 is substantially similar to theairframes 102 and 202 respectively shown in FIG. 1 and FIG. 2. Theairframe 302 includes a centerpost 306 and example corner supports 310a, 310 b. The example corner supports 310 a, 310 b extend from theairframe 302 beneath a corner portion of the windshields (not shown).During some strike events, the striking object is deflected toward anupper outside portion of a windshield, and that upper portion of thewindshield can experience damaging stress. The corner supports 310 a,310 b provide additional support to the upper outside portion of thewindshields during the strike. The airframe corner supports 310 a, 310 bare mounted to the airframe 302 at, or across, an outside corner of thewindshield. The airframe corner supports 310 a, 310 b are operative toindependently support an upper portion of the windshield in response toa strike.

The corner supports 310 a, 310 b can be made of a flexible material suchas aluminum or another metal, for example a material with a modulus ofelasticity from 8-12 millions of pounds per square inch (MSI). As such,the corner supports 310 a, 310 b are able to flex during deformation ofwindshields during a strike and reduce windshield stress at the upperoutside portion of the windshields. The corner supports may worktogether with the independent straps and/or other parts of the strappededging to support the windshield during such deformation. Cornersupports 310 a, 310 b may comprise other materials such as compositematerials.

In some implementations, the corner supports 310 a, 310 b are secured tothe airframe 302 independent of the windshield. The corner supports 310a, 310 b may not be directly attached to the windshields, and may beable to flex and move independently of the windshields and allowindependent movement of the windshield. To facilitate independentmovement between the corner supports and the windshield, the cornersupports 310 a, 310 b can have clearance holes (not shown) extendingpartially or completely through. For example, the clearance holes can belocated at windshield fasteners so that the fasteners do not contact thecorner supports 310 a, 310 b. The corner supports 310 a, 310 b can alsobe located under the windshield.

The corner supports 310 a, 310 b can have a shape such as that shown inFIG. 3 or a different shape. For example, the corner supports 310 a, 310b can extend from the airframe 302 more than shown or less than shown.As another example, the corner supports 310 a, 310 b can have adifferent shape to conform to a different type of airframe. For example,the corner supports 310 a, 310 b may generally cut across, round orprovide a support that extends forward of the outside corner. The cornersupports 310 a, 310 b may be implemented alone or in combination withthe straps 210 a, 210 b and secondary straps 212 a, 212 b.

Each corner support 310 a, 310 b can be a single piece or includemultiple pieces. In some implementations, some or all of the cornersupports 310 a, 310 b have multiple layers. For example, the cornersupports 310 a, 310 b may have two, three or more layers. The multiplelayers can be the same or different materials. In some examples,multiple layers of the corner support 310 a, 310 b allow the relativemovement of the layers. The corner supports 310 a, 310 b can have alayer thickness such as 0.02 inches thick.

FIG. 4 shows a cross-section of an example centerpost assembly 400. Anexample location of the cross-section of the centerpost assembly 400 isindicated in FIG. 3. The centerpost assembly 400 includes a centerpost406 and an example centerpost doubler 410. The centerpost doubler 410 issecured to the centerpost by fastener 420, although other securingtechniques can be used. The centerpost doubler 410 is a member thatextends from the centerpost 406 and provides a mounting surface for theone or more windshields either directly or via edging. The centerpostdoubler 410 can include multiple holes for fasteners or other featuresfor securing the windshields. The centerpost doubler 410 can be the samematerial as the centerpost 406 or a different material such as metal orcomposite.

FIG. 5 shows an example windshield assembly 500, viewed in the outboarddirection from the inboard side of the cockpit. The example windshieldassembly 500 is substantially similar to a windshield assembly such asthat surrounding windshield 204 a in FIG. 2. The windshield assembly 500includes a windshield 504, a plurality of straps mounted around theperiphery of the windshield 504, and an airframe 502 with a plurality ofsecondary straps. Example straps 510 a, 510 b and example secondarystraps 520 a, 520 b are indicated in FIG. 5. The straps 510 a, 510 b arestraps substantially similar to the straps 210 a, 210 b shown in FIG. 2.The straps 510 a, 510 b are independent straps that are operative tomove independently with respect to each other. The straps 510 a, 510 band secondary straps 520 a, 520 b are secured to the airframe 502directly or indirectly, extend over the edge of the windshield 504, andare secured to the windshield 504. The straps 510 a, 510 b or secondarystraps 520 a, 520 b may be secured to the airframe mounting surfaceswith mounting hardware.

Secondary straps 520 a, 520 b may provide additional support to thewindshield 504 during a strike. Like straps 510 a, 510 b, the secondarystraps 520 a, 520 b are able to flex during windshield deformation. Thesecondary straps 520 a, 520 b can be co-located with straps 510 a, 510 band positioned over, under, or adjacent to the other straps 510 a, 510b. The straps 510 a, 510 b may mirror a corresponding secondary straphaving the same shape and size extending over the edge of the windshield504. For example, the secondary straps 520 a, 520 b can be located every2-3 inches and the straps 510 a, 510 b can be located every 4-6 inches.In some examples, the straps 510 a, 510 b are not co-located with thesecondary straps 520 a, 520 b. The straps 510 a, 510 b and secondarystraps 520 a, 520 b can also be the same or a different material. Forexample, the straps 510 a, 510 b can be metal (e.g. aluminum) and thesecondary straps 520 a, 520 b can be composite (e.g. fiberglassacrylic). In some implementations, the straps, the secondary straps, theedging, and the corner supports are used in combination. In otherimplementations corner supports and/or the edging are not included.

FIG. 6A and FIG. 6B show cross-sections of an example strap connectorand secondary strap connector, respectively. The strap connector andsecondary strap connector are substantially similar to those shown inFIG. 5, and as such the cross-sections are indicated on FIG. 5. FIG. 6Aand FIG. 6B includes secondary strap 610, outboard strap portion 612 a,inboard strap portion 612 b, windshield 604, fastener 632, grommet 630,spacer 634, washers 638, nut 636, and washer 640. Each secondary strap610 and independent strap 620 is coupled to the windshield 604 by aconnector including the grommet 630 extending through a hole in thewindshield 604. The fastener 632 extends through holes in the outboardstrap portion 612 a, the inboard strap portion 612 b, and the grommet630 and is secured with nut 636. Each secondary strap 610 can have anoutboard strap portion 612 a and an inboard strap portion 612 b oneither side of the windshield 604. In some cases, the straps 612 a, 612b divide from the same strap 610. In some cases, strap 612 a and strap612 b are two separate straps. The washer 638 may comprise nylon orother suitable material. The grommet 630 may comprise silicone or othersuitable material.

FIG. 6B is substantially similar to FIG. 6A, except an exampleindependent strap 620 is also included. As described previously, theindependent strap 620 provides additional support for the windshield 604during a strike. The example independent strap 620 is secured to thewindshield 604 by the same fastener 632 and nut 636 as the straps 612 a,612 b, but with the bottom washer 638 omitted. The independent strap 620is secured outside of the grommet 630. In some implementations, thefastener 632 is fixed with respect to the independent strap 620 but isable to translate inside the grommet 630. In some cases, the spacer 634is made of a softer material (e.g. nylon) and will allow the fastener632 to move inside the grommet 630 during a strike. Each independentstrap 620 is coupled to the windshield 604 by a connector including agrommet 630 extending through the windshield 604 and a fastener 632extending through the grommet 630, the connector operative to allowmovement of the windshield 604 relative to the independent strap 620 andthe secondary straps 612 a, 612 b.

In some implementations, one or more of secondary strap portions (orseparate secondary straps) 612 a, 612 b, or independent strap 620 or aportion thereof extends farther over the windshield than another strap.The secondary strap 610 can also have different sizes, shapes,thicknesses, or compositions. The secondary strap 610 and independentstrap 620 can be a material such as a composite, metal, or othermaterial. The secondary strap 610 and independent strap 620 can be madeof a flexible material, for example a material with a modulus ofelasticity from 8-12 MSI. In some implementations, each strap orsecondary strap is composed of two or more materials, such as a metaland a composite. The secondary strap 610 and independent strap 620 canbe a material such as aluminum, and have a thickness such as 0.032inches thick. In some implementations, the straps and secondary strapsinclude multiple layers of the same or different materials. The multiplelayers can be attached to each other by a technique such as fasteners,an adhesive, or other techniques. The secondary strap 610 andindependent strap 620 can also be of different materials. For example,the secondary strap 610 can be a composite and the independent strap 620can be metal. In some implementations, the straps portions 612 a, 612 bare secured to the windshield 604 with an adhesive such as urethane.

While this specification contains many details, these should not beconstrued as limitations on the scope of what may be claimed, but ratheras descriptions of features specific to particular examples. Certainfeatures that are described in this specification in the context ofseparate implementations can also be combined. Conversely, variousfeatures that are described in the context of a single implementationcan also be implemented in multiple embodiments separately or in anysuitable sub-combination.

A number of examples have been described. Nevertheless, it will beunderstood that various modifications can be made. Accordingly, otherimplementations are within the scope of the following claims.

What is claimed:
 1. A rotorcraft, comprising: an airframe; a windshield;a plurality of independent straps connected to the airframe and thewindshield and extending between the airframe and the windshieldconfigured to hold the windshield, each strap is separated from theother straps and operative to move independently with respect to theother straps and to flex with respect to the windshield and theairframe; and wherein each strap is coupled to the windshield by aconnector, the connector operative to allow movement of the windshieldrelative to the strap.
 2. The rotorcraft of claim 1, wherein independentmovement of the straps allow relative movement of portions of thewindshield in response to a strike.
 3. The rotorcraft of claim 1,wherein the straps are spaced every 4-6 inches along an edge of thewindshield.
 4. The rotorcraft of claim 1, wherein the straps extend overan edge of the windshield.
 5. The rotorcraft of claim 1, wherein: thestraps comprise at least one of metal and composite material; and thewindshield comprises polycarbonate.
 6. The rotorcraft of claim 1,wherein the straps comprise a modulus of elasticity of 8-12 millions ofpounds per square inch (MSI).
 7. The rotorcraft of claim 1, furthercomprising an airframe corner support mounted to the airframe at anoutside corner of the windshield, the airframe corner support operativeto independently support an upper portion of the windshield with respectto the connectors in response to a strike.
 8. The rotorcraft of claim 7,wherein the airframe corner support comprises multiple layers ofmaterial.
 9. The rotorcraft of claim 7, wherein the airframe cornersupport has a modulus of elasticity of 8-12 millions of pounds persquare inch (MSI).
 10. The rotorcraft of claim 7, wherein the airframecorner support is secured to the airframe independent of the windshield.11. The rotorcraft of claim 7, wherein the airframe corner support isunder the windshield.
 12. The rotorcraft of claim 1, further comprisingwindshield edging securing the windshield to the airframe.
 13. Therotorcraft of claim 12, wherein the windshield edging comprises strappededging comprising a plurality of secondary straps connected to thewindshield.
 14. The rotorcraft of claim 13, wherein each secondary strapof the plurality of secondary straps is coupled to the windshield by theconnector, and each connector comprises: an outboard strap portionconfigured to attach to an outboard surface of the windshield, theoutboard strap portion comprising a first hole; an inboard strap portionconfigured to attach to an inboard surface of the windshield, theinboard strap portion comprising a second hole; and a fastener and agrommet, each configured to pass through the first hole, the second holeand a hole in the windshield and to attach the outboard strap portionand the inboard strap portion to the windshield.
 15. The rotorcraft ofclaim 12, wherein the windshield edging comprises at least one of metaland a composite material.
 16. A windshield assembly for a rotorcraft,comprising: a windshield; strapped edging mounted around a periphery ofthe windshield, the strapped edging comprising a plurality of secondarystraps connected to the windshield, each secondary strap comprising anoutboard strap portion configured to attach to an outboard surface ofthe windshield and an inboard strap portion configured to attach to aninboard surface of the windshield; a plurality of independent strapsmounted around the periphery of the windshield, the independent strapsoperative to move independently with respect to each other and to flexwith respect to the windshield and the airframe; and each independentstrap mirroring a corresponding secondary strap of the strapped edging,each independent strap and corresponding secondary strap connected tothe windshield by a connector, the independent strap and thecorresponding secondary strap to allow movement of the windshieldrelative to the independent strap and secondary strap.
 17. Thewindshield assembly of claim 16, the strapped edging comprising at leastone of metal and composite material with the secondary straps spacedevery 2-3 inches around a majority of the periphery of the windshield.18. The windshield assembly of claim 16, the independent strapscomprising at least one of metal and composite material and spaced every4-6 inches around a majority of the periphery of the windshield.
 19. Thewindshield assembly of claim 16, the connector comprising a grommet anda fastener, each configured to pass through a first hole in the outboardstrap portion, a second hole in the inboard strap portion and a thirdhole in the windshield, and to attach the outboard strap portion and theinboard strap portion to the windshield.